Draft-rigging.



PATENTED OUT. 17, 1905.

M. KENNEDY.

DRAFT RIGGING.

APPLICATION FILED MAR.6,1905.

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110. 801,881. PATENTED OGT.17,1905. M. KENNEDY.

DRAFT RIGGING.

APPLICATION FILED MARS, 1905.

2 sHnETssH2riT 2 @ZddJdJ/ TINTED STATES PATIENT FFTT MARTIN KENNEDY, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO WILLIAM RENSHAWV, OF'OHICAGO, ILLINOIS.

DRAFT-HIGGINS.

Specification of Letters Patent.

Tatented Oct. 17, 1905.

Application filed March 6, 1905. Serial No. 248,677.

To all whom it may concern:

Be it known that I, MARTIN KENNEDY, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Draft-Rigging, of which the following is a specification.

My invention relates to improvements in draft-rigging, and has for its object the production of a device that will accommodate itself to the varying positions of the cars with relation to each other with a minimum strain on the parts of the draft-rigging.

A further object is to provide a device the parts of which may in case of wear or accident be readily and easily replaced with the least labor.

These and such other objects as may hereinafter appear are attained by the devices shown in the accompanying drawings, in which- Figure 1 is a side elevation, partly in section. Fig. 2 is a plan view, partly in section. Fig. 3 is a horizontal section of a modified form of my device. Fig. 4: is a side elevation of Fig. 3, partly in section. Fig. 5 is an enlarged cross-section on the line 5 5 of Fig. 4: looking in the direction indicated by the arrows, and Fig. 6 is a perspective view ofthe T-head.

Like letters of reference indicate the same parts in the several figures of the drawings.

Referring to the accompanying drawings, A represents a coupler-head provided with a shoulder A at right angles to the shank O. A draft-head D is pivotally secured to the body of the shank by means of a bolt E. The draft-head is preferably provided with reinforcing-lugs F F on its upper and lower faces. The shank C preferably terminates in a cylindrical end Gr, loosely fitted into a pocket H in the head D,

I The draft arm or beam is preferably made in two parts I I, bolted together by means of bolts J and having a recess K for the reception of the T-head. This recess terminates in a pocket L, within which is seated a spring M. The front of the T-head and the draftshoulders cZ'of the recess are preferably provided with wearing-strips N N.

The draft-rigging illustrated in Figs. 1 and 2 is of the same general construction and attached to the car in the same manner as that illustrated and claimed in my copending application, Serial No. 239,911, filed January 6, 1905.

The inside walls 0 of the draft-arms flare outwardly, leaving a funnel-shaped opening P, largest at its outer end and allowing for the play of the coupler-shank on the pivot E. The coupler is held in place in the draft-riggingby means of a front carrier Q and a bottom carrier R, secured to the bottom of the rigging.

In Figs. 3 and 4 I have shown a modified form of draft-arms vi, the inner sides of the ends of which a a flare outwardly, forming a funnel-shaped opening, and the outer walls of which are parallel with the sides of the car and adapted to be secured to the car in any well-known manner. The length of the recess K is so proportioned that when the face At of the coupler strikes the end of the rigging or car-buffer the end of the T-head reaches the end of the recess.

WVhen a train passes over a curve, the coupler-head and shank swing on the pivot E and adapt themselves to the varying degrees of curvature to the extent of the width of the opening P. This relieves the draft-rigging from a great portion of its lateral strain and also saves the adjoining parts of'the car from consequent wear. The T-head being limited to a longitudinal movement within the recess, the resultant pull is always exerted in the line of the center of the car and at right angles to the end thereof. Thus it will be seen that the head at the rear end of the coupler drawbar is normally kept in contact with the shoulders opposed to it by the spring M. Consequently whenever any pull is exerted upon the coupler it is immediately transmitted to the car through the draft-rigging without any intermediate lost motion, and this pulling strain is distributed equally against all sides of the front face of said head, thus preventing uneven wear on the parts and danger of injury, binding, or breakage. This, therefore, is-a distinctive feature of my present invention to wit, the head D, which is adapted to be actuated through the shank or drawbar O with which it is pivotally connected, said head, however, being at all times guided into a fixed line of travel regardless of the angular position of the shank C.

While I prefer to have the head D normally held in contact with the wall which is opposed thereto on its front, such feature is of secondary importance.

Owing to the imperfect alinement or surfacing of the track to irregularity in the treads of the wheels or to lost motion incident to wear in the truck, the cars when in motion are always subject to lateral motion,

with a consequent strain on the coupler. This strain, while it is greater on curves, is always present on straight track and is in a great measure overcome by the use of my improved device, especially when used in connection with my improved draft-rigging as described in my copending application above referred to.

WVhile I have shown renewable wearingstrips on the faces of the recess and the T- head, they may be dispensed with, if desired. So, also, as regards the shape of the couplerhead. WVhile it is show n as having a flat base, my device is adapted for use with any form of coupler.

While I have illustrated two embodiments of my invention. it is evident that other forms are possible, and the principle may be applied to any form of draft-rigging without departing from the spirit of my invention.

I claim- 1. The combination with a car, of a draftrigging comprising a draft-beam provided with a recess and a spring-pocket extending backwardly from said recess, a head mounted to reciprocate within said pocket, and a coupler having the shank thereof pivotally secured to said head.

2. The combination with a car, of a draftrigging comprising a draft-beam provided with a recess, a pocket opening into and extending rearwardly from said recess, a head mounted to reciprocate with said recess, a spring seated in said pocket and arranged to engage said head, and a coupler the shank of which is pivotally secured to said head.

3. The combination with a car, of a draftrigging comprising a draft-beam provided with a recess, a pocket connected with and extending rearward] y from said recess, a head mounted to reciprocate within said recess, a spring seat-ed within said pocket and arranged to engage said head, and a coupler provided with a face at right angles to its shank and adapted to abut against the end of the car, the shank of said coupler being pivotally connected with said head.

i. The combination with a car, of a draftrigging comprising a draft-beam provided with a recess and with a pocket connected with and extending rearwardly from said recess, a head arranged to reciprocate within said recess, a coupler pivotally connected with said head, and rigid abutments adapted to engage said head, whereby force exerted longitudinally through said coupler will be transmitted directly to said draft-rigging through said head.

5. The combination with a car, of a draftrigging, a coupler having a face at right angles to its shank, a horizontal head pivotally secured to said shank and loosely mounted within a recess in the draft-arms, said drafthead and recess being so proportioned that, when the face of the coupler-head rests against the ends of the draft-arms, the end of the head will rest against the rear end of the recess.

6. The combination with a car-frame, of a draft-beam provided with a recess adapted to receive the end of a draw-bar, the rear wall of said recess being arranged to provide an abutment for the rear end of said draw-bar, and a draw-bar extending through the end sill of the car and into said recess, the shank of said draw-bar being pivotally secured to a head movably mounted within said recess and adapted to abut against the end sill of the car at the same time that the rear end of said head strikes said abutment in said recess, substantially as described.

7. As a new article of manufacture, a carcoupler comprising a coupler-head having a Hat base at right angles to the shank, a shank, a horizontal T-head having reinforcinglugs on its horizontal faces, and a pocket therein, said shank being pivotally mounted within said pocket.

8. A car-coupler, comprising a couplerhead, a horizontal T-head having reinforcinglugs on its horizontal faces, and a pocket therein, the shank of the coupler-head being mounted within said pocket.

9. The combination with a car provided with draft-shoulders rigidly secured thereto, of a head arranged to move longitudinally of the car and to directly engage said shoulders, means for guiding said head in a given line of travel, and a coupler pivotally connected with said head.

10. The combination with a car provided with draft-shoulders rigidly connected therewith, of a head arranged to be reciprocated longitudinallyof the car, means for guiding said head in a given line of travel, means for normally holding said head in engagement with said shoulders, and a coupler pivotally connected with said head.

11. The combination with a car, of a drafthead arranged to move longitudinally of said car, means for guiding said head in a given line of travel, means upon said car arranged to engage said head so that a pull upon said head will be transmitted to the car, an abutment upon said car adapted to engage said head at its backward limit of travel, and a coupler pivotally connected with said head.

' MARTIN KENNEDY.

Witnesses:

O. R. BARNETT, M. E. SHIELDS. 

